EP2497679B1 - Output torque control system - Google Patents
Output torque control system Download PDFInfo
- Publication number
- EP2497679B1 EP2497679B1 EP12158262.1A EP12158262A EP2497679B1 EP 2497679 B1 EP2497679 B1 EP 2497679B1 EP 12158262 A EP12158262 A EP 12158262A EP 2497679 B1 EP2497679 B1 EP 2497679B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- output torque
- speed
- acceleration mode
- electric motor
- control unit
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 230000001133 acceleration Effects 0.000 claims description 258
- 230000000881 depressing effect Effects 0.000 claims description 101
- 238000001514 detection method Methods 0.000 claims description 35
- 230000000994 depressogenic effect Effects 0.000 claims description 26
- 230000000630 rising effect Effects 0.000 description 8
- 102100035353 Cyclin-dependent kinase 2-associated protein 1 Human genes 0.000 description 6
- 102100029860 Suppressor of tumorigenicity 20 protein Human genes 0.000 description 4
- 101000760620 Homo sapiens Cell adhesion molecule 1 Proteins 0.000 description 3
- 101000737813 Homo sapiens Cyclin-dependent kinase 2-associated protein 1 Proteins 0.000 description 3
- 101001139126 Homo sapiens Krueppel-like factor 6 Proteins 0.000 description 3
- 101000661816 Homo sapiens Suppression of tumorigenicity 18 protein Proteins 0.000 description 3
- 230000001276 controlling effect Effects 0.000 description 3
- 239000000446 fuel Substances 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 102100024649 Cell adhesion molecule 1 Human genes 0.000 description 2
- 101000911772 Homo sapiens Hsc70-interacting protein Proteins 0.000 description 2
- 101000585359 Homo sapiens Suppressor of tumorigenicity 20 protein Proteins 0.000 description 2
- 102100020679 Krueppel-like factor 6 Human genes 0.000 description 2
- 102100037943 Suppression of tumorigenicity 18 protein Human genes 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 2
- 239000000470 constituent Substances 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 231100001261 hazardous Toxicity 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 230000000452 restraining effect Effects 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2072—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for drive off
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/12—Speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/80—Time limits
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2250/00—Driver interactions
- B60L2250/26—Driver interactions by pedal actuation
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2250/00—Driver interactions
- B60L2250/26—Driver interactions by pedal actuation
- B60L2250/28—Accelerator pedal thresholds
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Definitions
- the present invention is related to an output torque control system for controlling output torque produced by an electric motor.
- the vehicle When a vehicle is started, the vehicle is started to be accelerated rapidly or is started so that the vehicle speed increases moderately. When the vehicle is accelerated rapidly, it is required that the output torque of the electric motor increases momentarily. When the vehicle speed is increased moderately, it is required that the output torque of the electric motor increases moderately.
- DE 10 2008 040 400 A1 is regarded as the closest prior art and relates to a hybrid drive of a vehicle, driven by an internal combustion engine and an electric motor, wherein energy is supplied to the electric motor from an energy accumulator comprising a power reserve, and the power of the internal combustion engine is supplemented by the power of the electric motor. It is described that, if the vehicle has to be rescued from a hazardous situation as quickly as possible, the energy is supplied from the energy accumulator to the electric motor from the power reserve of the energy accumulator, when a risk situation is detected.
- US 2009/0105895 A1 relates to a fuel cell vehicle, wherein an amount of battery assist for a fuel cell stack is adequately set according to the setting of a mode position and an accelerator opening change rate. It is described that the driver's requirement for abrupt acceleration is inferred from a large value of the accelerator opening change rate. In this case, the amount of battery assist is said to be increased to give a sufficient acceleration feeling to the driver. The driver's requirement for moderate acceleration is said to be inferred, on the other hand, from a small value of the accelerator opening change rate. In this case, the amount of battery assist is said to be reduced to restrict the acceleration and improve the fuel consumption.
- JP 2009 168048 A relates to a driving force control device restraining a rotation speed of a driving force source from getting relatively higher when a gear ratio of a transmission is controlled.
- the invention relates to an output torque control system according to claim 1.
- An output torque control system comprising:
- the output torque control system may further comprise a vehicle speed detection unit configured to detect a vehicle speed of the vehicle.
- the output torque information of the normal acceleration mode and the output torque information of the rapid acceleration mode may include first information indicating the increased amount of the output torque in a state where the vehicle speed when the accelerator pedal is depressed is larger than a predetermined speed and second information indicating the increased amount of the output torque in a state where the vehicle speed when the accelerator pedal is depressed is not smaller than zero and not larger than the predetermined speed and indicating the increased amount of the output torque is larger than the increased amount in the first information.
- the output torque control unit may determine whether or not the vehicle speed when the accelerator pedal is depressed is larger than the predetermined speed based on the result of a detection by the vehicle speed detection unit so as to select the first information or the second information, and control the output torque produced by the electric motor based on the selected information.
- the output torque control system may be configured such that: the second information has initial output torque information which keeps the increased amount of the output torque smaller during a predetermined period in an initial stage of depression of the accelerator pedal than in other stages, and the predetermined period is set longer in the normal acceleration mode than in the rapid acceleration mode.
- Fig. 1 is a schematic drawing showing a motor vehicle 1 which includes an output torque control system of this embodiment.
- the motor vehicle 1 includes a pair of front wheels 2, a pair of rear wheels 3, an electric motor 4 as an example of an electric motor and a reduction gear 5 and is an electric vehicle which can be driven by the electric motor 4.
- the rear wheels 3 are connected to the electric motor 4 via the reduction gear 5.
- the rotation of the electric motor 4 is transmitted to the rear wheels 3 via the reduction gear 5.
- the rear wheels 3 start to rotate to drive the motor vehicle 1.
- the rear wheels 3 constitute driving wheels which are rotated by the electric motor 4.
- the motor vehicle 1 also includes a battery unit 20 for supplying electric power to the electric motor 4, an accelerator pedal 30, an acceleration sensor 40, a depressing speed detection unit 50, a vehicle speed sensor 60 for outputting a signal corresponding to a vehicle speed, an output torque sensor 70, and a main control unit 80.
- the battery unit 20 includes a battery main body 21 which includes plural battery cells, an inverter 22 which connects the battery main body 21 with the electric motor 4 for controlling the electric power supplied from the battery main body 21 to the electric motor 4 and a motor control unit 23.
- the motor control unit 23 controls the inverter 22 by a command, which will be described later, transmitted from the motor control unit 23.
- the accelerator pedal 30 is provided in a front part of a vehicle body.
- the driver depresses the accelerator pedal 30 to drive the vehicle 1.
- the acceleration sensor 40 detects a depressing amount of the accelerator pedal 30 and outputs a signal which corresponds to the depressing amount detected.
- the depressing amount means a depressing amount of the accelerator pedal 30 from a position where the accelerator pedal 30 is not depressed, that is, an initial position A0 of the accelerator pedal 30.
- the depressing amount is a position of the accelerator pedal 30 relative to the initial position A0.
- the depressing speed detection unit 50 is connected to the acceleration sensor 40 to receive an output signal which is outputted from the acceleration sensor 40.
- the depressing speed detection unit 50 detects a depressing speed of the accelerator pedal 30 based on the output signal from the acceleration sensor 40. The detection of the depressing speed will be described specifically.
- the depressing speed detection unit 50 detects a change in depressing amount of the accelerator pedal 30 based on the output signal from the acceleration sensor 40 and detects a depressing speed of the accelerator pedal 30 based on the change in depressing amount and time spent for the change.
- the vehicle speed sensor 60 detects a signal which corresponds to a rotation speed of an output shaft of the reduction gear 5.
- the vehicle speed may be detected based on a wheel speed. As this occurs, the speed of a particular wheel may be regarded as a vehicle speed or an average wheel speed of plural wheels may be regarded as a vehicle speed.
- the output torque sensor 70 is provided on the electric motor 4. The output torque sensor 70 outputs a signal which corresponds to an output torque of the electric motor 4.
- the main control unit 80 is connected to the acceleration sensor 40, the vehicle speed sensor 60, the motor control unit 23, the output torque sensor 70 and the depressing speed detection unit 50 and receives signals which are outputted from these constituent components.
- the main control unit 80 obtains a depressing amount of the accelerator pedal 30 based on the output signal received from the acceleration sensor 40. In addition, the main control unit 80 obtains an output torque that the electric motor 4 requires based on the depressing amount of the accelerator pedal 30. The main control unit 80 holds information on the output torque of the electric motor 4 which varies so as to correspond to the depressing amount of the accelerator pedal 30.
- the main control unit 80 obtains a vehicle speed of the motor vehicle 1 based on the output signal received from the vehicle speed sensor 60.
- the main control unit 80 obtains a value of the output torque of the electric motor 4 based on the signal received from the output torque sensor 70.
- the main control unit 80 obtains a depressing speed of the accelerator pedal 30 based on the output signal from the depressing speed detection unit 50.
- the motor vehicle 1 has, as acceleration modes, a normal acceleration mode and a rapid acceleration mode.
- acceleration modes a normal acceleration mode and a rapid acceleration mode.
- the main control unit 80 determines that the vehicle is running in a stable fashion.
- the main control unit 80 determines that the motor vehicle 1 is in the normal acceleration mode.
- the depressing speed which is not larger than the first predetermined speed V1 also includes the first predetermined speed V1.
- the speed of the motor vehicle 1 increases faster than in the normal acceleration mode.
- the output torque of the electric motor 4 increases faster than in the normal acceleration mode as time elapses.
- the first predetermined vehicle speed V1 is a threshold which separates the normal acceleration mode from the rapid acceleration mode.
- the first predetermined speed V1 can be set arbitrarily. For example, a depressing speed of the accelerator pedal 30 at which the motor vehicle 1 is accelerated during normal driving is obtained through experiments, and this depressing speed may be regarded as the first predetermined speed.
- the main control unit 80 sends to the motor control unit 23 a command that the output torque of the electric motor 4 is to increase along an output torque rising pattern P for the normal acceleration mode.
- the main control unit 80 includes a storage unit and stores in advance information on a output torque rising pattern P for the normal acceleration mode in the storage unit.
- the output torque rising pattern P for the normal acceleration mode includes a normal acceleration mode first pattern P1 and a normal acceleration mode second pattern P2.
- the normal acceleration mode first pattern P1 is used when the vehicle speed of the motor vehicle 1 is larger than a second predetermined speed V2 and indicates an increase of the output torque of the electric motor 4 as time elapses.
- the normal acceleration mode second pattern P2 is used when the vehicle speed is not smaller than zero and is not larger than the second predetermined speed V2 and indicates an increase of the output torque of the electric motor 4 as time elapses.
- the second predetermined speed V2 is a speed at which the motor vehicle 1 is driven slowly, so that the motor vehicle 1 can be brought to a halt immediately when the driver depresses a brake pedal.
- the speed which is not smaller than zero and is not larger than the second predetermined speed V2 includes zero and the second predetermined speed.
- Fig. 2 shows the normal acceleration mode first pattern P1.
- an axis of abscissas denotes time.
- the axis of abscissas indicates that time elapses as it extends along a direction indicated by an arrow X.
- an axis of ordinates denotes the output torque of the electric motor 4.
- the axis of ordinates indicates that the output torque increases as it extends along a direction indicated by an arrow Y.
- the normal acceleration mode first pattern P1 is indicated by a three-point chain line.
- the output torque of the electric motor 4 which is indicated by the normal mode acceleration first pattern P1 increases proportionally as time elapses.
- the normal mode acceleration first pattern P1 is set so that an appropriate acceleration can be obtained during a normal acceleration.
- the appropriate acceleration is an acceleration required when the motor vehicle 1 is driven to be accelerated moderately and can be obtained through experiments.
- Fig. 3 shows the normal acceleration mode second pattern P2.
- an axis of abscissas and an axis of ordinates denote time and the output torque of the electric motor 4, respectively, in the same way as in Fig. 2 .
- the normal acceleration mode second pattern P2 is indicated by an alternate long and short dash line.
- the normal acceleration mode second pattern P2 has a first portion P21 and a second portion P22.
- the first portion P21 indicates an increase of the output torque of the electric motor 4 as time elapses from the start of depression of the accelerator pedal 30 until a first predetermined time t1 elapses.
- the first portion P21 is used during the first predetermined time t1.
- the second portion P22 indicates an increase of output torque of the electric motor 4 as time elapses after the first predetermined time t1 has elapsed.
- the second portion P22 is not used during the first predetermined time t1.
- the first and second portions P21, P22 both indicate that the output torque of the electric motor 4 increases proportionately as time elapses.
- a gradient of the increase of the output torque of the electric motor 4 indicated by the first portion P21 is smaller than a gradient of the increase of the output torque of the electric motor 4 indicated by the second portion P22 (initial output torque information).
- the first portion P21 is provided so as to prevent the rapid acceleration of the motor vehicle 1 immediately after the depression of the acceleration pedal 30 when the motor vehicle 1 is started.
- a period of time from the start of depression of the accelerator pedal 30 until the first predetermined time t1 is an example of an initial stage of the depression of the accelerator pedal 30 according to the invention.
- the first predetermined time t1 is included in the range of the initial stage of the depression of the accelerator pedal 30.
- the second portion P22 is an example of other stages of the depression of the accelerator pedal 30 according to the invention.
- the gradient of the second portion P22 is steeper than the gradient of the normal acceleration mode first pattern P1 shown in Fig. 2 . This is intended to accelerate the motor vehicle 1 quickly when the vehicle speed of the motor vehicle 1 is not larger than the second predetermined speed V2. Because of this, when comparing a case where the vehicle speed is not larger than the second predetermined speed V2 with a case where the vehicle speed is other than not larger than the second predetermined speed V2, even with the same depressing speed of the acceleration pedal 30, the output torque of the electric motor 4 increases more quickly when the vehicle speed is not larger than the second predetermined speed V2 than when the vehicle speed is other than not larger than the second predetermined speed V2.
- the vehicle speed of the motor vehicle 1 increases more quickly when the vehicle speed is not larger than the second predetermined speed V2 than when the vehicle speed is other than not larger than the second predetermined speed V2.
- the depressing speed of the acceleration pedal 30 is larger than zero and is not larger than the first predetermined speed V1.
- the main control unit 80 controls the output torque of the electric motor 4 along a output torque rising pattern Q for the rapid acceleration mode.
- the main control unit 80 holds information on the output torque rising pattern Q for rapid acceleration mode in the storage unit in advance.
- the output torque rising pattern Q for the rapid acceleration mode has a rapid acceleration mode first pattern Q1 and a rapid acceleration mode second pattern Q2.
- the rapid acceleration mode first pattern Q1 is used when the vehicle speed of the motor vehicle 1 is larger than the second predetermined speed V2 and indicates an increase of the output torque of the electric motor 4 as time elapses.
- the rapid acceleration mode second pattern Q2 is used when the vehicle speed is not smaller than zero and is not larger than the second predetermined speed V2 and indicates an increase of the output torque of the electric motor 4 as time elapses.
- the speed which is not smaller than zero and is not larger than the second predetermined speed V2 conceptually includes both zero and the second predetermined speed.
- Fig. 2 shows the rapid acceleration mode first pattern Q1.
- the rapid acceleration mode first pattern Q1 is indicated by a two-dot chain line.
- the output torque of the electric motor 4 indicated by the rapid acceleration mode first pattern Q1 increases proportionally as time elapses.
- a gradient of the rapid acceleration mode first pattern Q1 is larger than a gradient of the normal acceleration mode first pattern P1.
- the rapid acceleration mode first pattern Q1 is set so that an appropriate acceleration is obtained when the motor vehicle 1 is accelerated rapidly.
- the appropriate acceleration for rapid acceleration is acceleration required when the motor vehicle 1 is accelerated rapidly and can be obtained through experiments.
- Fig. 3 shows the rapid acceleration mode second pattern Q2.
- the rapid acceleration mode second pattern Q2 is indicated by a solid line.
- the rapid acceleration mode second pattern Q2 has a first portion Q21 and a second portion Q22.
- the first portion Q21 indicates an increase of the output torque of the electric motor 4 as time elapses during a period of time from the start of depression of the acceleration pedal 30 until a second predetermined time t2 elapses.
- the second portion Q22 indicates an increase of the output torque of the electric motor 4 as time elapses after the second predetermined time t2 has elapsed. Until the second predetermined time t2 elapses, the first portion Q21 is used and the second portion Q22 is not used.
- the first and second portions Q21, Q22 both indicate that the output torque of the electric motor 4 increases proportionally as time elapses.
- a gradient of the increase of the output torque of the electric motor 4 indicated by the first portion Q21 is smaller than a gradient of the increase of the output torque of the electric motor 4 indicated by the second portion Q22 (initial output torque information).
- the first portion Q21 is provided to prevent the rapid acceleration of the motor vehicle 1 immediately after the depression of the acceleration pedal 30 when the motor vehicle 1 is started from a halt.
- Time spent from the start of the acceleration pedal 30 until the second predetermined time t2 constitutes an example of an initial stage of the depression of the acceleration pedal 30 according to the invention.
- the second predetermined time t2 is included in the initial stage of the depression of the acceleration pedal 30.
- the second portion Q22 constitutes an example of other stages of the depression of the acceleration pedal 30 according to the invention.
- the gradient of the second portion Q22 is steeper than the gradient of the rapid acceleration mode first pattern Q1 shown in Fig. 2 . This is intended to accelerate the motor vehicle 1 quickly when the vehicle speed of the motor vehicle 1 is not larger than the second predetermined speed V2.
- the output torque of the electric motor 4 increases more quickly when the vehicle speed is not larger than the second predetermined speed V2 than when the vehicle speed is other than not larger than the second predetermined speed V2.
- the vehicle speed of the motor vehicle 1 increases more quickly when the vehicle speed is not larger than the second predetermined speed V2 than when the vehicle speed is other than not larger than the second predetermined speed V2. In this state, the depressing speed of the acceleration pedal 30 is larger than the first predetermined speed V1.
- the gradients of the first portions P21, Q21 are the same.
- the gradient of the second portion Q22 is larger than the gradient of the second portion P22.
- the motor vehicle 1 is accelerated faster in the rapid acceleration mode than in the normal acceleration mode, in the rapid acceleration mode.
- the motor vehicle 1 is accelerated faster when the vehicle speed of the motor vehicle 1 is not larger than the second predetermined speed V2 than when the vehicle speed is other than not larger than the second predetermined speed V2.
- a threshold which separates the normal acceleration mode first pattern P1 from the normal acceleration mode second pattern P2 and a threshold which separates the rapid acceleration mode first pattern Q1 from the rapid acceleration mode second pattern Q2 are described as being set at the same value, which is the second predetermined speed V2. However, these thresholds may be set to different predetermined speeds.
- the electric motor 4, the main control unit 80, the acceleration sensor 40, the depressing speed detection unit 50, the vehicle speed sensor 60, the inverter 22 and the output torque sensor 70 make up the output torque control system which controls the output torque of the electric motor 4.
- the output torque control system constitutes an example of an output torque control system according to the invention.
- the acceleration sensor 40 and the depressing speed detection unit 50 constitute an example of a depressing speed detection unit according to the invention.
- the main control unit 80, the motor control unit 23 and the inverter 22 constitute an example of a control unit according to the invention.
- the main control unit 80 constitutes an example of an acceleration mode detection unit according to the invention.
- the vehicle speed sensor 60 and the main control unit 80 constitute an example of a vehicle speed detection unit according to the invention.
- the output torque rising pattern P for the normal acceleration mode constitutes an example of output information according to the invention.
- the output torque rising pattern Q for the rapid acceleration mode constitutes an example of output information according to the invention.
- the second predetermined speed V2 constitutes an example of a predetermined speed according to the invention.
- the normal acceleration mode first pattern P1 constitutes an example of first information according to the invention.
- the rapid acceleration mode first pattern Q1 constitutes an example of first information according to the invention.
- the second portions P22, Q22 constitute an example of second information according to the invention.
- FIGs. 4 , 5 are flowcharts showing examples of operations of the output torque control system. Firstly, operations of the output torque control system will be described which are performed when the motor vehicle 1 at a halt is started in the rapid acceleration mode to reach a speed which surpasses the second predetermined speed V2 and is then shifted into the normal acceleration mode for further acceleration.
- Fig. 6 shows a change in output torque of the electric motor 4 when the motor vehicle 1 at a halt is started in the rapid acceleration mode to reach a speed which surpasses the second predetermined speed V2 and is then shifted into the normal acceleration mode for further acceleration.
- the acceleration mode shown in Fig. 6 includes, as depressing operations of the acceleration pedal 30 performed by the driver, a first operation in which the acceleration pedal 30 is depressed so as to accelerate the motor vehicle 1 in the rapid acceleration mode and a second operation in which the acceleration pedal 30 is depressed to accelerate the motor vehicle 1 in the normal acceleration mode after the completion of the first operation.
- Fig. 7 is a schematic drawing showing the depression of the acceleration pedal 30 which is effected in the first and second operations.
- An initial position of the acceleration pedal 30 which is a position where the acceleration pedal 30 is not depressed is referred to as A0
- a first position which is a final position of the acceleration pedal 30 which is depressed in the first operation is referred to as A1
- a second position which is a final position of the acceleration pedal 30 which is depressed in the second operation is referred to as A2.
- the driver depresses the acceleration pedal 30 down to the first position A1 in the first operation.
- the driver depresses the acceleration pedal 30 down to the second position A2.
- the first operation is the acceleration mode, and therefore, the depressing speed of the acceleration pedal 30 from the initial position A0 to the first position A1 surpasses the first predetermined speed V1 in either of the positions.
- the second operation is the normal acceleration mode, and therefore, the depressing speed of the acceleration pedal 30 from the first position A1 to the second position A2 is larger than zero and is not larger than the first predetermined speed V1 in either of the positions.
- step ST1 the main control unit 80 determines whether or not a main switch is in an ON state.
- the ON state of the main switch is a state in which the motor vehicle 1 in the drive state is allowed to run when the acceleration pedal 30 is depressed.
- the main control unit 80 starts to operate when an electric system of the motor vehicle 1 is put in an ON state. Because of this, even with the main switch being not in the ON state, the main control unit 80 starts to operate. In this description, the main switch is in the ON state, and therefore, the operation of the output torque control system then proceeds to step ST2.
- the main control unit 80 detects a vehicle speed in step ST2. Specifically speaking, the main control unit 80 detects a vehicle speed based on an output signal received from the vehicle speed sensor 60. In this description, the motor vehicle 1 starts from a halt, and therefore, the main control unit 80 detects that the vehicle speed of the motor vehicle 1 is zero. Then, the operation proceeds to step ST3.
- step ST3 the main control unit 80 determines whether or not the acceleration pedal 30 is depressed. Specifically speaking, the main control unit 80 determines whether or not the acceleration pedal 30 is depressed based on an output signal received from the acceleration sensor 40. In this description, the acceleration pedal 30 is depressed, and therefore, the main control unit 80 determines that the acceleration pedal 30 is depressed. Then, the operation proceeds to step ST4.
- step ST4 the main control unit 80 requires the depressing speed detection unit 50 to output information on the depressing speed of the acceleration pedal 30. By doing this, the main control unit 80 obtains the vehicle speed of the motor vehicle 1. Then, the operation proceeds to step ST5.
- step ST5 the main control unit 80 determines whether or not the depressing speed obtained in step ST4 is zero. In this description, the motor vehicle 1 starts in the acceleration mode, and therefore, the depressing speed is not zero. The main control unit 80 determines that the depressing speed is not zero. Then, the operation proceeds to step ST6.
- step ST6 the main control unit 80 determines whether or not the vehicle speed detected in step ST2 is larger than the second predetermined speed V2. In this description, the motor vehicle 1 starts from a halt, and therefore, the vehicle speed detected in step ST2 is zero. Because of this, the main control unit 80 determines that the vehicle speed is not larger than the second predetermined speed V2. Then, the operation proceeds to step ST7.
- step ST7 the main control unit 80 determines whether or not the depressing speed of the acceleration pedal 30 obtained in step ST4 is larger than the first predetermined speed V1. In the first operation, the depressing speed is larger than the first predetermined speed V1, and therefore, the main control unit 80 determines that the depressing speed is larger than the first predetermined speed V1. Then, the operation proceeds to step ST8.
- step ST8 in order to control the increase in output torque of the electric motor 4, the main control unit 80 selects the rapid acceleration mode second pattern Q2 indicated by the solid line in Fig. 3 . Then, the operation proceeds to step ST9 shown in Fig. 5 .
- step ST9 the main control unit 80 sends out a command to the motor control unit 23 so as to increase the output torque of the electric motor 4 along the acceleration pattern so selected.
- the main control unit 80 sends out a command to the motor control unit 23 so as to increase the output of the electric motor 4 along the rapid acceleration mode second pattern Q2 selected in step ST8.
- the motor control unit 23 controls the inerter 22 based on the command from the main control unit 80. As a result of this, the output torque of the electric motor 4 increases as is shown in Fig. 6 . Then, the operation proceeds to step ST10.
- step ST10 the main control unit 80 obtains a depressing speed of the acceleration pedal 30.
- the main control unit 80 requires the depressing speed detection unit 50 to output information on the depressing speed of the acceleration pedal 30.
- the main control unit 80 obtains information on the depressing speed of the acceleration pedal 30 at this point in time.
- the main control unit 80 compares the depressing speed obtained newly in this step with the first predetermined speed V1. In the first operation, the depressing speed is larger than the first predetermined speed V1.
- the main control unit 80 determines that the depressing speed detected newly in this step is larger than the first predetermined speed V1. Then, the operation proceeds to step ST11.
- step ST11 the main control unit 80 determines whether or not the result of the comparison made in step ST10 is the same as the result of a determination made in either of steps ST7 and ST13, which will be described before, which occurs immediately therebefore.
- step ST7 constitutes a step occurring immediately before.
- the main control unit 80 determines that the depressing speed is larger than the first predetermined speed V1 in step ST7 and determines that the depressing speed is larger than the first predetermined speed V1 in step ST10. Because of this, the main control unit 80 determines that the comparison results are the same. Then, the operation returns to step ST10.
- step ST1 the operation proceeds from step ST1 to step ST11, and thereafter, the operations in steps ST10, ST11 are repeated.
- the motor control unit 23 controls the inverter 22 based on the output torque output command received from the main control unit 80 in step ST9.
- the output torque of the electric motor 4 increases along the rapid acceleration mode second pattern Q2 after the start of the motor vehicle 1.
- the main control unit 80 determines that the depressing speed is not larger than the first predetermined speed V1 in step ST10. Then, the operation proceeds to step ST11.
- step ST11 the control unit 80 determines that the result of the determination made in step ST7, which is the step of steps ST7 and ST13 which occurs immediately before, differs from the result of a determination made in step ST13. Specifically speaking, as has been described above, it is determined in step ST7 that the depressing speed is larger than the first predetermined speed V1, and it is determined in step ST10 which occurs immediately before that the depressing speed is not larger than the first predetermined speed V1. When it is determined that the comparison results are different, the operation proceeds to step ST12.
- step ST12 the main control unit 80 determines whether or not the depressing speed of the acceleration pedal 30 confirmed in step ST10 is zero. The depressing speed of the acceleration pedal 30 is not zero during the second operation. The main control unit 80 determines that the depressing speed is not zero. Then, the operation returns to step ST1 and proceeds to step ST2.
- step ST2 the main control unit 80 confirms the vehicle speed.
- the motor vehicle 1 is accelerated as a result of the first operation, and therefore, the vehicle speed is larger than the second predetermined speed V2. Then, the operation passes through step ST3 to proceed to step ST4.
- step ST4 the main control unit 80 confirms newly the depressing speed of the acceleration pedal 30 based on the output signal of the depressing speed detection unit 50.
- the depressing speed of the acceleration pedal 30 is not smaller than zero and is not larger than the first predetermined speed V1 in the second operation. Then, the operation passes through step ST5 to proceed to step ST6.
- step ST6 the main control unit 80 determines whether or not the vehicle speed confirmed in step ST3 is larger than the second predetermined speed V2. As has been described above, the vehicle speed is larger than the second predetermined speed V2, and therefore, the main control unit 80 determines that the vehicle speed is larger than the second predetermined speed V2. Then, the operation proceeds to step ST13.
- step ST13 the main control unit 80 determines whether or not the depressing speed of the acceleration pedal 30 confirmed in step ST4 is larger than the first predetermined speed V1. In the second operation, the depressing speed is not larger than the first predetermined speed V1. The main control unit 80 determines that the depressing speed of the acceleration pedal 30 is larger than zero and is not larger than the first predetermined speed V1. Then, the operation proceeds to step ST16.
- step ST16 the main control unit 80 selects the normal acceleration mode first pattern P1 as an increasing pattern of the output torque which is produced when the output torque of the electric motor 4 increases. Then, the operation proceeds to step ST9.
- step ST9 the main control unit 80 sends out a command to the motor control unit 23 so that the output torque of the electric motor 4 increases along the normal acceleration mode first pattern P1.
- the motor control unit 23 controls the inverter 22 based on the command from the main control unit 80. As a result of this, as is shown in Fig. 6 , the output torque of the electric motor 4 increases along the normal acceleration mode first pattern P1 in the second operation. Then, the operation proceeds to step ST10
- steps ST10 to ST11 are repeated during the second operation, that is, in a state in which the acceleration pedal 30 has not reached the second position A2. As a result of this, the output torque of the electric motor 4 increases along the normal acceleration mode first pattern P1.
- step ST10 the main control unit 80 determines that the depressing speed of the acceleration pedal 30 is not larger than the first predetermined speed V1. Following this, the operation proceeds to step ST11. In step ST11, the main control unit 80 determines that the comparison results are different. Then, the operation proceeds to step ST17.
- step ST17 the main control unit 80 detects a depressing amount of the acceleration pedal 30. Following this, the operation proceeds to step ST18.
- step ST18 the main control unit 80 detects an output torque of the electric motor 4 based on an output signal from the output torque sensor 70. Then, the operation proceeds to step ST19.
- step ST19 the main control unit 80 determines whether or not the output torque of the electric motor 4 has reached an output torque corresponding to the depressing amount of the acceleration pedal 30 detected in step ST17.
- the depressing amount means a depressing amount of the acceleration pedal 30 from the initial position A0 to the second position A2.
- step ST12 When the output torque of the electric motor 4 has not yet reached the output torque corresponding to the depressing amount of the acceleration pedal 30, the operation returns to step ST12. In such a state that the output torque of the electric motor 4 has not reached yet the output torque corresponding to the depressing amount of the acceleration pedal 30 after the completion of the second operation, the operations in steps ST12, ST17, ST18 and ST19 are repeated. During this, the motor control unit 23 controls the inverter 22 so that the torque is outputted from the electric motor 4 in accordance with the normal acceleration mode first pattern P1 selected in step ST16.
- step ST20 the main control unit 80 sends out a command to the motor control unit 23 so the output torque corresponding to the depressing amount of the acceleration pedal 30 is maintained.
- the motor control unit 23 controls the inverter 22 so that the output torque corresponding to the depressing amount of the acceleration pedal 30 is maintained. As a result of this, the output torque of the electric motor 4 is maintained to a value corresponding to the depressing amount of the acceleration pedal 30. Then, the operation returns to step ST12.
- steps ST12, ST17, ST18, ST19 and ST20 are repeated while the acceleration pedal 30 is held in the second position A2.
- the main control unit 80 stops the operation thereof as the output torque control system.
- Fig 8 shows a change in output torque of the electric motor 4 when the motor vehicle 1 starts from a halt in the normal acceleration mode to reach the speed which surpasses the second predetermined speed V2 and is then shifted into the rapid acceleration mode for further acceleration.
- the acceleration mode shown in Fig. 8 includes, as depressing operations of the acceleration pedal 30 by the driver, a third operation in which the acceleration pedal 30 is depresses so as to accelerate the motor vehicle 1 in the normal acceleration mode and a fourth operation in which the acceleration pedal 30 is depressed further so as to accelerate the motor vehicle 1 in the rapid acceleration mode.
- Fig. 9 is a schematic drawing showing depressing operations of the accelerator pedal 30 in the third and fourth operations.
- a final position of the acceleration pedal 30 which is depressed in the third operation is referred to as a third position A3, and a final position of the acceleration pedal 30 which is depressed in the fourth operation is referred to as a fourth position A4.
- the driver depresses the acceleration pedal 30 from the initial position A0 to the third position A3 in the third operation. Then, after having depressed the acceleration pedal 30 to the third position A3, the driver depresses the acceleration pedal 30 to the fourth position A4.
- the third operation is the normal acceleration mode, and therefore, the depressing speed of the acceleration pedal 30 from the initial position A0 to the third position A3 is larger than zero and is not larger than the first predetermined speed V1 in either of the positions.
- the fourth operation is the rapid acceleration mode, and therefore, the depressing speed of the acceleration pedal 30 from the third position A3 to the fourth position A4 is larger than the first predetermined speed V1 in either of the positions.
- step ST7 the main control unit 80 determines whether or not the depressing speed of the acceleration pedal 30 detected in step ST4 is larger than the first predetermined speed V1.
- the motor vehicle 1 starts from a halt in the normal acceleration mode, and therefore, the main control unit 80 determines that the depressing speed is not larger than the first predetermined speed V1. Then, the operation proceeds to step ST21.
- step ST21 the main control unit 80 selects the normal acceleration mode second pattern P2 shown in Fig. 2 as a pattern to be followed when increasing the output torque of the electric motor 4. Then, the operation proceeds to step ST9.
- step ST9 the main control unit 80 sends out a command to the motor control unit 23 so that the output torque of the electric motor 4 increases along the pattern selected. Following this, the operation proceeds to step ST10.
- the operations in steps ST10 and ST11 are repeated until the compression of the third operation, in other words, until the acceleration pedal 30 reaches the third position A3.
- the motor control unit 23 controls the inverter 22 so that the output torque of the electric motor 4 increases along the normal acceleration mode second pattern P2.
- step ST13 the depressing speed of the acceleration pedal 30 is larger than the first predetermined speed V1.
- step ST13 the main control unit 80 determines that the depressing speed is larger than the first predetermined speed V1. Then, the operation proceeds to step ST22.
- step ST22 the main control unit 80 selects the rapid acceleration mode first pattern Q1 as a pattern to be followed when the output torque of the electric motor 4 increases. Then, the operation proceeds to step ST9.
- step ST9 the main control unit 80 sends out a command to the motor control unit 23 so that the output torque of the electric motor 4 increases along the acceleration pattern selected. The operations in steps ST10, ST11 are repeated during the fourth operation.
- the normal acceleration mode and the rapid acceleration mode are set, and either of the normal acceleration mode and the rapid acceleration mode is selected in accordance with the depressing speed of the acceleration pedal 30.
- the output torque of the electric motor 4 increases faster in the rapid acceleration mode than in the normal acceleration mode. Because of this, the motor vehicle 1 can be accelerated so as to match the requirement of the driver.
- the output torque of the electric motor 4 is made to increase differently. Specifically speaking, when the vehicle speed of the motor vehicle 1 is not larger than the second predetermined speed V2, determining that the motor vehicle 1 is starting from a halt, the output torque of the electric motor 4 increases more quickly than when the vehicle speed is larger than the second predetermined speed V2.
- the motor vehicle 1 is accelerated quickly even in the event that the depressing operation of the acceleration pedal 30 by the driver is the same as when the vehicle speed is larger than the second predetermined speed V2. Because of this, the driver feels that the motor vehicle 1 is accelerated quickly, and therefore, the drivability is improved.
- the increase of the output torque in association with the elapse of time indicated by the first portion P21 is set to be smaller than the increase of the output torque in association with the elapse of time indicated by the second portion P22. Therefore, the rapid acceleration of the motor vehicle 1 is prevented when the motor vehicle 1 is started from a halt. This will be true with the rapid acceleration mode.
- the first predetermined time t1 during which the first portion P21 of the normal acceleration mode is maintained is longer than the second predetermined time t2 during which the first portion Q21 of the rapid acceleration mode is maintained.
- the second predetermined time t2 is set to be shorter than the first predetermined time t1. Due to this, in the rapid acceleration mode, when the motor vehicle 1 starts from a halt, the vehicle speed can be increased more quickly in the rapid acceleration mode than in the normal acceleration mode.
- the plural acceleration modes are provided as the acceleration mode of the motor vehicle 1.
- they are the normal acceleration mode and the rapid acceleration mode. Because of this, the motor vehicle 1 can be driven in a finely regulated fashion in accordance with the depression of the acceleration pedal 30 by the driver.
- the two acceleration modes are used, for example, three or four other acceleration modes may be set in accordance with the depressing speed of the acceleration pedal 30.
- the output torque of the electric motor 4 is made to increase differently between when the vehicle speed is not larger than a predetermine speed and when the vehicle speed is larger than the predetermined speed.
- the maps shown in Figs. 2 , 3 , 6 and 8 are used as an example of information on the output torque according to the invention.
- information in other forms of information than the maps for example, information in the form of data may be used as information on the output torque.
- the output torque information according to the invention may be such as to indicate an increase in the output torque of the electric motor 4 as time elapses.
- the output torque control system can be provided which can accelerate the vehicle 1 so as to meet the driver's requirement.
- the output torque of the electric motor 4 is controlled based on the second information. Because of this, when the speed of the vehicle 1 is slow, the speed of the vehicle 1 can be increased quickly.
Landscapes
- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Electric Motors In General (AREA)
Description
- The present invention is related to an output torque control system for controlling output torque produced by an electric motor.
- There is proposed, for vehicles including an electric motor as a drive source thereof, techniques for controlling torque outputted from the electric motor in accordance with a depressing amount of an accelerator pedal (refer to Patent Literature 1).
- When a vehicle is started, the vehicle is started to be accelerated rapidly or is started so that the vehicle speed increases moderately. When the vehicle is accelerated rapidly, it is required that the output torque of the electric motor increases momentarily. When the vehicle speed is increased moderately, it is required that the output torque of the electric motor increases moderately.
- In the case of the technique disclosed in Patent Literature 1, however, when the accelerator pedal is depressed in the same amount, the output torque of the electric motor increases equally in both cases where the vehicle is accelerated rapidly and where the vehicle speed increases moderately.
- Because of this, with the technique disclosed in Patent Literature 1, it is difficult to accelerate the vehicle as desired by the driver.
- [Patent Literature 1]
JP-A-7-144619 -
DE 10 2008 040 400 A1 is regarded as the closest prior art and relates to a hybrid drive of a vehicle, driven by an internal combustion engine and an electric motor, wherein energy is supplied to the electric motor from an energy accumulator comprising a power reserve, and the power of the internal combustion engine is supplemented by the power of the electric motor. It is described that, if the vehicle has to be rescued from a hazardous situation as quickly as possible, the energy is supplied from the energy accumulator to the electric motor from the power reserve of the energy accumulator, when a risk situation is detected. -
US 2009/0105895 A1 relates to a fuel cell vehicle, wherein an amount of battery assist for a fuel cell stack is adequately set according to the setting of a mode position and an accelerator opening change rate. It is described that the driver's requirement for abrupt acceleration is inferred from a large value of the accelerator opening change rate. In this case, the amount of battery assist is said to be increased to give a sufficient acceleration feeling to the driver. The driver's requirement for moderate acceleration is said to be inferred, on the other hand, from a small value of the accelerator opening change rate. In this case, the amount of battery assist is said to be reduced to restrict the acceleration and improve the fuel consumption. -
JP 2009 168048 A - The invention relates to an output torque control system according to claim 1.
- It is therefore one advantageous aspect of the present invention to provide an output torque control system which enables a vehicle to be accelerated as required by the driver.
- According to one advantage of the invention, there is provided. An output torque control system comprising:
- an electric motor configured to rotate a driving wheel to run a vehicle;
- a depressing speed detection unit configured to detect a depressing speed at which an accelerator pedal is depressed by a driver of the vehicle; and
- a control unit configured to control output torque produced by the electric motor,
- wherein the control unit includes;
- an acceleration mode detection unit configured to select a normal acceleration mode which includes output torque information indicating an increased amount of output torque of the electric motor as time elapses or a rapid acceleration mode which includes output torque information indicating the increased amount of output torque of the electric motor as time elapses more largely than in the normal acceleration mode based on a result of a detection by the depressing speed detection unit; and
- an output torque control unit configured to select one of the output torque information which corresponds to the result of the detection by the acceleration mode detection unit to control the output torque produced by the electric motor based on the selected output torque information.
- The output torque control system may further comprise a vehicle speed detection unit configured to detect a vehicle speed of the vehicle. The output torque information of the normal acceleration mode and the output torque information of the rapid acceleration mode may include first information indicating the increased amount of the output torque in a state where the vehicle speed when the accelerator pedal is depressed is larger than a predetermined speed and second information indicating the increased amount of the output torque in a state where the vehicle speed when the accelerator pedal is depressed is not smaller than zero and not larger than the predetermined speed and indicating the increased amount of the output torque is larger than the increased amount in the first information. The output torque control unit, may determine whether or not the vehicle speed when the accelerator pedal is depressed is larger than the predetermined speed based on the result of a detection by the vehicle speed detection unit so as to select the first information or the second information, and control the output torque produced by the electric motor based on the selected information.
- The output torque control system may be configured such that: the second information has initial output torque information which keeps the increased amount of the output torque smaller during a predetermined period in an initial stage of depression of the accelerator pedal than in other stages, and the predetermined period is set longer in the normal acceleration mode than in the rapid acceleration mode.
-
-
Fig. 1 is a schematic view showing a motor vehicle which includes an output torque control system according to an embodiment of the invention. -
Fig. 2 is a graph showing a first pattern of a normal acceleration mode and a first pattern of a rapid acceleration mode of the output torque control system according to the embodiment of the invention. -
Fig. 3 is a graph showing a second pattern of the normal acceleration mode and a second pattern of the rapid acceleration mode of the output torque control system according to the embodiment of the invention. -
Fig. 4 is a flowchart showing operations of the output torque control system of the embodiment of the invention shown inFig. 1 . -
Fig. 5 is a flowchart showing operations of the output torque control system of the embodiment of the invention shown inFig. 1 . -
Fig. 6 is a graph showing a change in output torque of an electric motor when the motor vehicle shown inFig. 1 starts from a halt in the rapid acceleration mode to reach a speed which surpasses a second predetermined speed and is then shifted into the normal acceleration mode for further acceleration. -
Fig. 7 is a schematic drawing showing depressing operations of an accelerator pedal when the motor vehicle shown inFig. 1 starts from a halt in the rapid acceleration mode to reach the speed which surpasses the second predetermined speed and is then shifted into the normal acceleration mode for further acceleration. -
Fig. 8 is a graph showing a change in output torque of the electric motor when the motor vehicle shown inFig. 1 starts from a halt in the normal acceleration mode to reach the speed which surpasses the second predetermined speed and is then shifted into the rapid acceleration mode for further acceleration. -
Fig. 9 is a schematic drawing showing depressing operations of the accelerator pedal when the motor vehicle shown inFig. 1 starts from a halt in the normal acceleration mode to reach the speed which surpasses the second predetermined speed and is then shifted into the normal acceleration mode for further acceleration. - An output torque control system according to an embodiment of the invention will be described by reference to
Figs. 1 to 9 .Fig. 1 is a schematic drawing showing a motor vehicle 1 which includes an output torque control system of this embodiment. As is shown inFig. 1 , the motor vehicle 1 includes a pair offront wheels 2, a pair ofrear wheels 3, anelectric motor 4 as an example of an electric motor and areduction gear 5 and is an electric vehicle which can be driven by theelectric motor 4. Therear wheels 3 are connected to theelectric motor 4 via thereduction gear 5. The rotation of theelectric motor 4 is transmitted to therear wheels 3 via thereduction gear 5. As this occurs, therear wheels 3 start to rotate to drive the motor vehicle 1. Therear wheels 3 constitute driving wheels which are rotated by theelectric motor 4. - The motor vehicle 1 also includes a
battery unit 20 for supplying electric power to theelectric motor 4, anaccelerator pedal 30, anacceleration sensor 40, a depressingspeed detection unit 50, avehicle speed sensor 60 for outputting a signal corresponding to a vehicle speed, anoutput torque sensor 70, and amain control unit 80. - The
battery unit 20 includes a batterymain body 21 which includes plural battery cells, aninverter 22 which connects the batterymain body 21 with theelectric motor 4 for controlling the electric power supplied from the batterymain body 21 to theelectric motor 4 and amotor control unit 23. Themotor control unit 23 controls theinverter 22 by a command, which will be described later, transmitted from themotor control unit 23. - The
accelerator pedal 30 is provided in a front part of a vehicle body. The driver depresses theaccelerator pedal 30 to drive the vehicle 1. Theacceleration sensor 40 detects a depressing amount of theaccelerator pedal 30 and outputs a signal which corresponds to the depressing amount detected. When referred to in this specification, the depressing amount means a depressing amount of theaccelerator pedal 30 from a position where theaccelerator pedal 30 is not depressed, that is, an initial position A0 of theaccelerator pedal 30. In other words, the depressing amount is a position of theaccelerator pedal 30 relative to the initial position A0. - The depressing
speed detection unit 50 is connected to theacceleration sensor 40 to receive an output signal which is outputted from theacceleration sensor 40. The depressingspeed detection unit 50 detects a depressing speed of theaccelerator pedal 30 based on the output signal from theacceleration sensor 40. The detection of the depressing speed will be described specifically. The depressingspeed detection unit 50 detects a change in depressing amount of theaccelerator pedal 30 based on the output signal from theacceleration sensor 40 and detects a depressing speed of theaccelerator pedal 30 based on the change in depressing amount and time spent for the change. - The
vehicle speed sensor 60 detects a signal which corresponds to a rotation speed of an output shaft of thereduction gear 5. The vehicle speed may be detected based on a wheel speed. As this occurs, the speed of a particular wheel may be regarded as a vehicle speed or an average wheel speed of plural wheels may be regarded as a vehicle speed. Theoutput torque sensor 70 is provided on theelectric motor 4. Theoutput torque sensor 70 outputs a signal which corresponds to an output torque of theelectric motor 4. - The
main control unit 80 is connected to theacceleration sensor 40, thevehicle speed sensor 60, themotor control unit 23, theoutput torque sensor 70 and the depressingspeed detection unit 50 and receives signals which are outputted from these constituent components. - The
main control unit 80 obtains a depressing amount of theaccelerator pedal 30 based on the output signal received from theacceleration sensor 40. In addition, themain control unit 80 obtains an output torque that theelectric motor 4 requires based on the depressing amount of theaccelerator pedal 30. Themain control unit 80 holds information on the output torque of theelectric motor 4 which varies so as to correspond to the depressing amount of theaccelerator pedal 30. - The
main control unit 80 obtains a vehicle speed of the motor vehicle 1 based on the output signal received from thevehicle speed sensor 60. Themain control unit 80 obtains a value of the output torque of theelectric motor 4 based on the signal received from theoutput torque sensor 70. Themain control unit 80 obtains a depressing speed of theaccelerator pedal 30 based on the output signal from the depressingspeed detection unit 50. - The motor vehicle 1 has, as acceleration modes, a normal acceleration mode and a rapid acceleration mode. When the depressing speed of the
accelerator pedal 30 is zero, neither of the acceleration modes is attained, and themain control unit 80 determines that the vehicle is running in a stable fashion. - When the depressing speed of the
accelerator pedal 30 is larger than zero and is not larger than a first predetermined speed V1, themain control unit 80 determines that the motor vehicle 1 is in the normal acceleration mode. Here, the depressing speed which is not larger than the first predetermined speed V1 also includes the first predetermined speed V1. - In the rapid acceleration mode, the speed of the motor vehicle 1 increases faster than in the normal acceleration mode. In other words, in the rapid acceleration mode, the output torque of the
electric motor 4 increases faster than in the normal acceleration mode as time elapses. When the depressing speed of theaccelerator pedal 30 is larger than the first predetermined speed V1, themain control unit 80 determines that the vehicle 1 is in the rapid acceleration mode. - The first predetermined vehicle speed V1 is a threshold which separates the normal acceleration mode from the rapid acceleration mode. The first predetermined speed V1 can be set arbitrarily. For example, a depressing speed of the
accelerator pedal 30 at which the motor vehicle 1 is accelerated during normal driving is obtained through experiments, and this depressing speed may be regarded as the first predetermined speed. - When the motor vehicle 1 is in the normal acceleration mode, the
main control unit 80 sends to the motor control unit 23 a command that the output torque of theelectric motor 4 is to increase along an output torque rising pattern P for the normal acceleration mode. Themain control unit 80 includes a storage unit and stores in advance information on a output torque rising pattern P for the normal acceleration mode in the storage unit. - The output torque rising pattern P for the normal acceleration mode includes a normal acceleration mode first pattern P1 and a normal acceleration mode second pattern P2. The normal acceleration mode first pattern P1 is used when the vehicle speed of the motor vehicle 1 is larger than a second predetermined speed V2 and indicates an increase of the output torque of the
electric motor 4 as time elapses. The normal acceleration mode second pattern P2 is used when the vehicle speed is not smaller than zero and is not larger than the second predetermined speed V2 and indicates an increase of the output torque of theelectric motor 4 as time elapses. - For example, the second predetermined speed V2 is a speed at which the motor vehicle 1 is driven slowly, so that the motor vehicle 1 can be brought to a halt immediately when the driver depresses a brake pedal. The speed which is not smaller than zero and is not larger than the second predetermined speed V2 includes zero and the second predetermined speed.
-
Fig. 2 shows the normal acceleration mode first pattern P1. InFig. 2 , an axis of abscissas denotes time. The axis of abscissas indicates that time elapses as it extends along a direction indicated by an arrow X. InFig. 2 , an axis of ordinates denotes the output torque of theelectric motor 4. The axis of ordinates indicates that the output torque increases as it extends along a direction indicated by an arrow Y. - In
Fig. 2 , the normal acceleration mode first pattern P1 is indicated by a three-point chain line. In this embodiment, the output torque of theelectric motor 4 which is indicated by the normal mode acceleration first pattern P1 increases proportionally as time elapses. The normal mode acceleration first pattern P1 is set so that an appropriate acceleration can be obtained during a normal acceleration. When referred to in this specification, the appropriate acceleration is an acceleration required when the motor vehicle 1 is driven to be accelerated moderately and can be obtained through experiments. -
Fig. 3 shows the normal acceleration mode second pattern P2. InFig. 3 , an axis of abscissas and an axis of ordinates denote time and the output torque of theelectric motor 4, respectively, in the same way as inFig. 2 . InFig. 3 , the normal acceleration mode second pattern P2 is indicated by an alternate long and short dash line. As is shown inFig. 3 , the normal acceleration mode second pattern P2 has a first portion P21 and a second portion P22. - The first portion P21 indicates an increase of the output torque of the
electric motor 4 as time elapses from the start of depression of theaccelerator pedal 30 until a first predetermined time t1 elapses. The first portion P21 is used during the first predetermined time t1. The second portion P22 indicates an increase of output torque of theelectric motor 4 as time elapses after the first predetermined time t1 has elapsed. The second portion P22 is not used during the first predetermined time t1. - The first and second portions P21, P22 both indicate that the output torque of the
electric motor 4 increases proportionately as time elapses. A gradient of the increase of the output torque of theelectric motor 4 indicated by the first portion P21 is smaller than a gradient of the increase of the output torque of theelectric motor 4 indicated by the second portion P22 (initial output torque information). The first portion P21 is provided so as to prevent the rapid acceleration of the motor vehicle 1 immediately after the depression of theacceleration pedal 30 when the motor vehicle 1 is started. - A period of time from the start of depression of the
accelerator pedal 30 until the first predetermined time t1 is an example of an initial stage of the depression of theaccelerator pedal 30 according to the invention. In this case, the first predetermined time t1 is included in the range of the initial stage of the depression of theaccelerator pedal 30. The second portion P22 is an example of other stages of the depression of theaccelerator pedal 30 according to the invention. - The gradient of the second portion P22 is steeper than the gradient of the normal acceleration mode first pattern P1 shown in
Fig. 2 . This is intended to accelerate the motor vehicle 1 quickly when the vehicle speed of the motor vehicle 1 is not larger than the second predetermined speed V2. Because of this, when comparing a case where the vehicle speed is not larger than the second predetermined speed V2 with a case where the vehicle speed is other than not larger than the second predetermined speed V2, even with the same depressing speed of theacceleration pedal 30, the output torque of theelectric motor 4 increases more quickly when the vehicle speed is not larger than the second predetermined speed V2 than when the vehicle speed is other than not larger than the second predetermined speed V2. Because of this, the vehicle speed of the motor vehicle 1 increases more quickly when the vehicle speed is not larger than the second predetermined speed V2 than when the vehicle speed is other than not larger than the second predetermined speed V2. In this state, the depressing speed of theacceleration pedal 30 is larger than zero and is not larger than the first predetermined speed V1. - When the motor vehicle 1 is in the rapid acceleration mode, the
main control unit 80 controls the output torque of theelectric motor 4 along a output torque rising pattern Q for the rapid acceleration mode. Themain control unit 80 holds information on the output torque rising pattern Q for rapid acceleration mode in the storage unit in advance. - The output torque rising pattern Q for the rapid acceleration mode has a rapid acceleration mode first pattern Q1 and a rapid acceleration mode second pattern Q2. The rapid acceleration mode first pattern Q1 is used when the vehicle speed of the motor vehicle 1 is larger than the second predetermined speed V2 and indicates an increase of the output torque of the
electric motor 4 as time elapses. The rapid acceleration mode second pattern Q2 is used when the vehicle speed is not smaller than zero and is not larger than the second predetermined speed V2 and indicates an increase of the output torque of theelectric motor 4 as time elapses. When referred to in the specification, the speed which is not smaller than zero and is not larger than the second predetermined speed V2 conceptually includes both zero and the second predetermined speed. -
Fig. 2 shows the rapid acceleration mode first pattern Q1. InFig. 2 , the rapid acceleration mode first pattern Q1 is indicated by a two-dot chain line. In this embodiment, the output torque of theelectric motor 4 indicated by the rapid acceleration mode first pattern Q1 increases proportionally as time elapses. In addition, a gradient of the rapid acceleration mode first pattern Q1 is larger than a gradient of the normal acceleration mode first pattern P1. - The rapid acceleration mode first pattern Q1 is set so that an appropriate acceleration is obtained when the motor vehicle 1 is accelerated rapidly. When referred to in this specification, the appropriate acceleration for rapid acceleration is acceleration required when the motor vehicle 1 is accelerated rapidly and can be obtained through experiments.
-
Fig. 3 shows the rapid acceleration mode second pattern Q2. InFig. 3 , the rapid acceleration mode second pattern Q2 is indicated by a solid line. As is shown inFig. 3 , the rapid acceleration mode second pattern Q2 has a first portion Q21 and a second portion Q22. The first portion Q21 indicates an increase of the output torque of theelectric motor 4 as time elapses during a period of time from the start of depression of theacceleration pedal 30 until a second predetermined time t2 elapses. The second portion Q22 indicates an increase of the output torque of theelectric motor 4 as time elapses after the second predetermined time t2 has elapsed. Until the second predetermined time t2 elapses, the first portion Q21 is used and the second portion Q22 is not used. - The first and second portions Q21, Q22 both indicate that the output torque of the
electric motor 4 increases proportionally as time elapses. A gradient of the increase of the output torque of theelectric motor 4 indicated by the first portion Q21 is smaller than a gradient of the increase of the output torque of theelectric motor 4 indicated by the second portion Q22 (initial output torque information). The first portion Q21 is provided to prevent the rapid acceleration of the motor vehicle 1 immediately after the depression of theacceleration pedal 30 when the motor vehicle 1 is started from a halt. Time spent from the start of theacceleration pedal 30 until the second predetermined time t2 constitutes an example of an initial stage of the depression of theacceleration pedal 30 according to the invention. In this case, the second predetermined time t2 is included in the initial stage of the depression of theacceleration pedal 30. The second portion Q22 constitutes an example of other stages of the depression of theacceleration pedal 30 according to the invention. - The gradient of the second portion Q22 is steeper than the gradient of the rapid acceleration mode first pattern Q1 shown in
Fig. 2 . This is intended to accelerate the motor vehicle 1 quickly when the vehicle speed of the motor vehicle 1 is not larger than the second predetermined speed V2. When comparing a case where the vehicle speed is not larger than the second predetermined speed V2 with a case where the vehicle speed is other than not larger than the second predetermined speed V2, even with the same depressing speed of theacceleration pedal 30, the output torque of theelectric motor 4 increases more quickly when the vehicle speed is not larger than the second predetermined speed V2 than when the vehicle speed is other than not larger than the second predetermined speed V2. Because of this, the vehicle speed of the motor vehicle 1 increases more quickly when the vehicle speed is not larger than the second predetermined speed V2 than when the vehicle speed is other than not larger than the second predetermined speed V2. In this state, the depressing speed of theacceleration pedal 30 is larger than the first predetermined speed V1. - The gradients of the first portions P21, Q21 are the same. The gradient of the second portion Q22 is larger than the gradient of the second portion P22.
- As has been described above, the motor vehicle 1 is accelerated faster in the rapid acceleration mode than in the normal acceleration mode, in the rapid acceleration mode. In addition, in both the normal acceleration mode and the rapid acceleration mode, the motor vehicle 1 is accelerated faster when the vehicle speed of the motor vehicle 1 is not larger than the second predetermined speed V2 than when the vehicle speed is other than not larger than the second predetermined speed V2.
- In this embodiment, a threshold which separates the normal acceleration mode first pattern P1 from the normal acceleration mode second pattern P2 and a threshold which separates the rapid acceleration mode first pattern Q1 from the rapid acceleration mode second pattern Q2 are described as being set at the same value, which is the second predetermined speed V2. However, these thresholds may be set to different predetermined speeds.
- The
electric motor 4, themain control unit 80, theacceleration sensor 40, the depressingspeed detection unit 50, thevehicle speed sensor 60, theinverter 22 and theoutput torque sensor 70 make up the output torque control system which controls the output torque of theelectric motor 4. The output torque control system constitutes an example of an output torque control system according to the invention. - The
acceleration sensor 40 and the depressingspeed detection unit 50 constitute an example of a depressing speed detection unit according to the invention. Themain control unit 80, themotor control unit 23 and theinverter 22 constitute an example of a control unit according to the invention. Themain control unit 80 constitutes an example of an acceleration mode detection unit according to the invention. Thevehicle speed sensor 60 and themain control unit 80 constitute an example of a vehicle speed detection unit according to the invention. - The output torque rising pattern P for the normal acceleration mode constitutes an example of output information according to the invention. The output torque rising pattern Q for the rapid acceleration mode constitutes an example of output information according to the invention.
- The second predetermined speed V2 constitutes an example of a predetermined speed according to the invention. The normal acceleration mode first pattern P1 constitutes an example of first information according to the invention. The rapid acceleration mode first pattern Q1 constitutes an example of first information according to the invention. The second portions P22, Q22 constitute an example of second information according to the invention.
- Next, the operation of the output torque control system will be described.
Figs. 4 ,5 are flowcharts showing examples of operations of the output torque control system. Firstly, operations of the output torque control system will be described which are performed when the motor vehicle 1 at a halt is started in the rapid acceleration mode to reach a speed which surpasses the second predetermined speed V2 and is then shifted into the normal acceleration mode for further acceleration.Fig. 6 shows a change in output torque of theelectric motor 4 when the motor vehicle 1 at a halt is started in the rapid acceleration mode to reach a speed which surpasses the second predetermined speed V2 and is then shifted into the normal acceleration mode for further acceleration. - The acceleration mode shown in
Fig. 6 includes, as depressing operations of theacceleration pedal 30 performed by the driver, a first operation in which theacceleration pedal 30 is depressed so as to accelerate the motor vehicle 1 in the rapid acceleration mode and a second operation in which theacceleration pedal 30 is depressed to accelerate the motor vehicle 1 in the normal acceleration mode after the completion of the first operation. -
Fig. 7 is a schematic drawing showing the depression of theacceleration pedal 30 which is effected in the first and second operations. An initial position of theacceleration pedal 30 which is a position where theacceleration pedal 30 is not depressed is referred to as A0, a first position which is a final position of theacceleration pedal 30 which is depressed in the first operation is referred to as A1, and a second position which is a final position of theacceleration pedal 30 which is depressed in the second operation is referred to as A2. Specifically, the driver depresses theacceleration pedal 30 down to the first position A1 in the first operation. Then, after theacceleration pedal 30 has been depressed down to the first position A1, the driver depresses theacceleration pedal 30 down to the second position A2. - As has been described above, the first operation is the acceleration mode, and therefore, the depressing speed of the
acceleration pedal 30 from the initial position A0 to the first position A1 surpasses the first predetermined speed V1 in either of the positions. The second operation is the normal acceleration mode, and therefore, the depressing speed of theacceleration pedal 30 from the first position A1 to the second position A2 is larger than zero and is not larger than the first predetermined speed V1 in either of the positions. - As is shown in
Fig. 4 , in step ST1, themain control unit 80 determines whether or not a main switch is in an ON state. The ON state of the main switch is a state in which the motor vehicle 1 in the drive state is allowed to run when theacceleration pedal 30 is depressed. Themain control unit 80 starts to operate when an electric system of the motor vehicle 1 is put in an ON state. Because of this, even with the main switch being not in the ON state, themain control unit 80 starts to operate. In this description, the main switch is in the ON state, and therefore, the operation of the output torque control system then proceeds to step ST2. - The
main control unit 80 detects a vehicle speed in step ST2. Specifically speaking, themain control unit 80 detects a vehicle speed based on an output signal received from thevehicle speed sensor 60. In this description, the motor vehicle 1 starts from a halt, and therefore, themain control unit 80 detects that the vehicle speed of the motor vehicle 1 is zero. Then, the operation proceeds to step ST3. - In step ST3, the
main control unit 80 determines whether or not theacceleration pedal 30 is depressed. Specifically speaking, themain control unit 80 determines whether or not theacceleration pedal 30 is depressed based on an output signal received from theacceleration sensor 40. In this description, theacceleration pedal 30 is depressed, and therefore, themain control unit 80 determines that theacceleration pedal 30 is depressed. Then, the operation proceeds to step ST4. - In step ST4, the
main control unit 80 requires the depressingspeed detection unit 50 to output information on the depressing speed of theacceleration pedal 30. By doing this, themain control unit 80 obtains the vehicle speed of the motor vehicle 1. Then, the operation proceeds to step ST5. - In step ST5, the
main control unit 80 determines whether or not the depressing speed obtained in step ST4 is zero. In this description, the motor vehicle 1 starts in the acceleration mode, and therefore, the depressing speed is not zero. Themain control unit 80 determines that the depressing speed is not zero. Then, the operation proceeds to step ST6. - In step ST6, the
main control unit 80 determines whether or not the vehicle speed detected in step ST2 is larger than the second predetermined speed V2. In this description, the motor vehicle 1 starts from a halt, and therefore, the vehicle speed detected in step ST2 is zero. Because of this, themain control unit 80 determines that the vehicle speed is not larger than the second predetermined speed V2. Then, the operation proceeds to step ST7. - In step ST7, the
main control unit 80 determines whether or not the depressing speed of theacceleration pedal 30 obtained in step ST4 is larger than the first predetermined speed V1. In the first operation, the depressing speed is larger than the first predetermined speed V1, and therefore, themain control unit 80 determines that the depressing speed is larger than the first predetermined speed V1. Then, the operation proceeds to step ST8. - In step ST8, in order to control the increase in output torque of the
electric motor 4, themain control unit 80 selects the rapid acceleration mode second pattern Q2 indicated by the solid line inFig. 3 . Then, the operation proceeds to step ST9 shown inFig. 5 . - In step ST9, the
main control unit 80 sends out a command to themotor control unit 23 so as to increase the output torque of theelectric motor 4 along the acceleration pattern so selected. Here, themain control unit 80 sends out a command to themotor control unit 23 so as to increase the output of theelectric motor 4 along the rapid acceleration mode second pattern Q2 selected in step ST8. Themotor control unit 23 controls theinerter 22 based on the command from themain control unit 80. As a result of this, the output torque of theelectric motor 4 increases as is shown inFig. 6 . Then, the operation proceeds to step ST10. - In step ST10, the
main control unit 80 obtains a depressing speed of theacceleration pedal 30. Themain control unit 80 requires the depressingspeed detection unit 50 to output information on the depressing speed of theacceleration pedal 30. As a result of this, themain control unit 80 obtains information on the depressing speed of theacceleration pedal 30 at this point in time. Then, themain control unit 80 compares the depressing speed obtained newly in this step with the first predetermined speed V1. In the first operation, the depressing speed is larger than the first predetermined speed V1. Themain control unit 80 determines that the depressing speed detected newly in this step is larger than the first predetermined speed V1. Then, the operation proceeds to step ST11. - In step ST11, the
main control unit 80 determines whether or not the result of the comparison made in step ST10 is the same as the result of a determination made in either of steps ST7 and ST13, which will be described before, which occurs immediately therebefore. In this description, step ST7 constitutes a step occurring immediately before. Themain control unit 80 determines that the depressing speed is larger than the first predetermined speed V1 in step ST7 and determines that the depressing speed is larger than the first predetermined speed V1 in step ST10. Because of this, themain control unit 80 determines that the comparison results are the same. Then, the operation returns to step ST10. - During the first operation, the operation proceeds from step ST1 to step ST11, and thereafter, the operations in steps ST10, ST11 are repeated. During this, the
motor control unit 23 controls theinverter 22 based on the output torque output command received from themain control unit 80 in step ST9. As a result of this, as is shown inFig. 6 , the output torque of theelectric motor 4 increases along the rapid acceleration mode second pattern Q2 after the start of the motor vehicle 1. - Then, when the first operation is completed and the second operation is started, the depressing speed of the
acceleration pedal 30 by the driver becomes equal to or smaller than the first predetermined speed V1. Because of this, themain control unit 80 determines that the depressing speed is not larger than the first predetermined speed V1 in step ST10. Then, the operation proceeds to step ST11. - In step ST11, the
control unit 80 determines that the result of the determination made in step ST7, which is the step of steps ST7 and ST13 which occurs immediately before, differs from the result of a determination made in step ST13. Specifically speaking, as has been described above, it is determined in step ST7 that the depressing speed is larger than the first predetermined speed V1, and it is determined in step ST10 which occurs immediately before that the depressing speed is not larger than the first predetermined speed V1. When it is determined that the comparison results are different, the operation proceeds to step ST12. - In step ST12, the
main control unit 80 determines whether or not the depressing speed of theacceleration pedal 30 confirmed in step ST10 is zero. The depressing speed of theacceleration pedal 30 is not zero during the second operation. Themain control unit 80 determines that the depressing speed is not zero. Then, the operation returns to step ST1 and proceeds to step ST2. - In step ST2, the
main control unit 80 confirms the vehicle speed. The motor vehicle 1 is accelerated as a result of the first operation, and therefore, the vehicle speed is larger than the second predetermined speed V2. Then, the operation passes through step ST3 to proceed to step ST4. - In step ST4, the
main control unit 80 confirms newly the depressing speed of theacceleration pedal 30 based on the output signal of the depressingspeed detection unit 50. In this description, the depressing speed of theacceleration pedal 30 is not smaller than zero and is not larger than the first predetermined speed V1 in the second operation. Then, the operation passes through step ST5 to proceed to step ST6. - In step ST6, the
main control unit 80 determines whether or not the vehicle speed confirmed in step ST3 is larger than the second predetermined speed V2. As has been described above, the vehicle speed is larger than the second predetermined speed V2, and therefore, themain control unit 80 determines that the vehicle speed is larger than the second predetermined speed V2. Then, the operation proceeds to step ST13. - In step ST13, the
main control unit 80 determines whether or not the depressing speed of theacceleration pedal 30 confirmed in step ST4 is larger than the first predetermined speed V1. In the second operation, the depressing speed is not larger than the first predetermined speed V1. Themain control unit 80 determines that the depressing speed of theacceleration pedal 30 is larger than zero and is not larger than the first predetermined speed V1. Then, the operation proceeds to step ST16. - In step ST16, the
main control unit 80 selects the normal acceleration mode first pattern P1 as an increasing pattern of the output torque which is produced when the output torque of theelectric motor 4 increases. Then, the operation proceeds to step ST9. - In step ST9, the
main control unit 80 sends out a command to themotor control unit 23 so that the output torque of theelectric motor 4 increases along the normal acceleration mode first pattern P1. Themotor control unit 23 controls theinverter 22 based on the command from themain control unit 80. As a result of this, as is shown inFig. 6 , the output torque of theelectric motor 4 increases along the normal acceleration mode first pattern P1 in the second operation. Then, the operation proceeds to step ST10 - The operations in steps ST10 to ST11 are repeated during the second operation, that is, in a state in which the
acceleration pedal 30 has not reached the second position A2. As a result of this, the output torque of theelectric motor 4 increases along the normal acceleration mode first pattern P1. - When the second operation is completed, in other words, when the
acceleration pedal 30 has reached the second position A2, the driver stops a further depression of theacceleration pedal 30. Namely, the depressing speed of theacceleration pedal 30 becomes zero. Themain control unit 80 detects based on an output signal from the depressingspeed detection unit 50 that the depressing speed of theacceleration pedal 30 is zero in step ST10. Then, themain control unit 80 determines that the depressing speed of theacceleration pedal 30 is not larger than the first predetermined speed V1. Following this, the operation proceeds to step ST11. In step ST11, themain control unit 80 determines that the comparison results are different. Then, the operation proceeds to step ST17. - In step ST17, the
main control unit 80 detects a depressing amount of theacceleration pedal 30. Following this, the operation proceeds to step ST18. In step ST18, themain control unit 80 detects an output torque of theelectric motor 4 based on an output signal from theoutput torque sensor 70. Then, the operation proceeds to step ST19. - In step ST19, the
main control unit 80 determines whether or not the output torque of theelectric motor 4 has reached an output torque corresponding to the depressing amount of theacceleration pedal 30 detected in step ST17. When referred to in step ST17, the depressing amount means a depressing amount of theacceleration pedal 30 from the initial position A0 to the second position A2. - When the output torque of the
electric motor 4 has not yet reached the output torque corresponding to the depressing amount of theacceleration pedal 30, the operation returns to step ST12. In such a state that the output torque of theelectric motor 4 has not reached yet the output torque corresponding to the depressing amount of theacceleration pedal 30 after the completion of the second operation, the operations in steps ST12, ST17, ST18 and ST19 are repeated. During this, themotor control unit 23 controls theinverter 22 so that the torque is outputted from theelectric motor 4 in accordance with the normal acceleration mode first pattern P1 selected in step ST16. - When the output torque of the
electric motor 4 has reached the output torque corresponding to the depressing amount of theacceleration pedal 30, the operation proceeds to step ST20 from step ST19. In step ST20, themain control unit 80 sends out a command to themotor control unit 23 so the output torque corresponding to the depressing amount of theacceleration pedal 30 is maintained. Themotor control unit 23 controls theinverter 22 so that the output torque corresponding to the depressing amount of theacceleration pedal 30 is maintained. As a result of this, the output torque of theelectric motor 4 is maintained to a value corresponding to the depressing amount of theacceleration pedal 30. Then, the operation returns to step ST12. - The operations in steps ST12, ST17, ST18, ST19 and ST20 are repeated while the
acceleration pedal 30 is held in the second position A2. When the main switch is switched off, determining that the main switch has been switched off in step ST1, themain control unit 80 stops the operation thereof as the output torque control system. - Next, a case will be described in which the motor vehicle 1 is started from a halt in the normal acceleration mode to thereafter be accelerated further in the rapid acceleration mode.
Fig 8 shows a change in output torque of theelectric motor 4 when the motor vehicle 1 starts from a halt in the normal acceleration mode to reach the speed which surpasses the second predetermined speed V2 and is then shifted into the rapid acceleration mode for further acceleration. - The acceleration mode shown in
Fig. 8 includes, as depressing operations of theacceleration pedal 30 by the driver, a third operation in which theacceleration pedal 30 is depresses so as to accelerate the motor vehicle 1 in the normal acceleration mode and a fourth operation in which theacceleration pedal 30 is depressed further so as to accelerate the motor vehicle 1 in the rapid acceleration mode. -
Fig. 9 is a schematic drawing showing depressing operations of theaccelerator pedal 30 in the third and fourth operations. A final position of theacceleration pedal 30 which is depressed in the third operation is referred to as a third position A3, and a final position of theacceleration pedal 30 which is depressed in the fourth operation is referred to as a fourth position A4. The driver depresses theacceleration pedal 30 from the initial position A0 to the third position A3 in the third operation. Then, after having depressed theacceleration pedal 30 to the third position A3, the driver depresses theacceleration pedal 30 to the fourth position A4. - As has been described above, the third operation is the normal acceleration mode, and therefore, the depressing speed of the
acceleration pedal 30 from the initial position A0 to the third position A3 is larger than zero and is not larger than the first predetermined speed V1 in either of the positions. The fourth operation is the rapid acceleration mode, and therefore, the depressing speed of theacceleration pedal 30 from the third position A3 to the fourth position A4 is larger than the first predetermined speed V1 in either of the positions. - In this description, the operation proceeds to step ST7 from step ST6. In step ST7, the
main control unit 80 determines whether or not the depressing speed of theacceleration pedal 30 detected in step ST4 is larger than the first predetermined speed V1. In this description, the motor vehicle 1 starts from a halt in the normal acceleration mode, and therefore, themain control unit 80 determines that the depressing speed is not larger than the first predetermined speed V1. Then, the operation proceeds to step ST21. - In step ST21, the
main control unit 80 selects the normal acceleration mode second pattern P2 shown inFig. 2 as a pattern to be followed when increasing the output torque of theelectric motor 4. Then, the operation proceeds to step ST9. In step ST9, themain control unit 80 sends out a command to themotor control unit 23 so that the output torque of theelectric motor 4 increases along the pattern selected. Following this, the operation proceeds to step ST10. The operations in steps ST10 and ST11 are repeated until the compression of the third operation, in other words, until theacceleration pedal 30 reaches the third position A3. Themotor control unit 23 controls theinverter 22 so that the output torque of theelectric motor 4 increases along the normal acceleration mode second pattern P2. - When the third operation is completed, the operation returns to step ST1 from step ST12. Then, the operation proceeds to step ST13 from step ST6. In the fourth operation, the depressing speed of the
acceleration pedal 30 is larger than the first predetermined speed V1. In step ST13, themain control unit 80 determines that the depressing speed is larger than the first predetermined speed V1. Then, the operation proceeds to step ST22. - In step ST22, the
main control unit 80 selects the rapid acceleration mode first pattern Q1 as a pattern to be followed when the output torque of theelectric motor 4 increases. Then, the operation proceeds to step ST9. In step ST9, themain control unit 80 sends out a command to themotor control unit 23 so that the output torque of theelectric motor 4 increases along the acceleration pattern selected. The operations in steps ST10, ST11 are repeated during the fourth operation. - When the fourth operation is completed, the operations in steps ST12, ST17, ST18, ST19 and ST20 are repeated, and the output torque of the
electric motor 4 increases until the output torque of theelectric motor 4 reaches an output torque corresponding to the fourth position A4. As a result of this, the output torque of theelectric motor 4 increases as is shown inFig. 8 . - In the output torque control system which is configured as has been described heretofore, the normal acceleration mode and the rapid acceleration mode are set, and either of the normal acceleration mode and the rapid acceleration mode is selected in accordance with the depressing speed of the
acceleration pedal 30. The output torque of theelectric motor 4 increases faster in the rapid acceleration mode than in the normal acceleration mode. Because of this, the motor vehicle 1 can be accelerated so as to match the requirement of the driver. - In addition, even in the same acceleration mode, the output torque of the
electric motor 4 is made to increase differently. Specifically speaking, when the vehicle speed of the motor vehicle 1 is not larger than the second predetermined speed V2, determining that the motor vehicle 1 is starting from a halt, the output torque of theelectric motor 4 increases more quickly than when the vehicle speed is larger than the second predetermined speed V2. - Because of this, when the vehicle speed is not larger than the second predetermined speed V2, the motor vehicle 1 is accelerated quickly even in the event that the depressing operation of the
acceleration pedal 30 by the driver is the same as when the vehicle speed is larger than the second predetermined speed V2. Because of this, the driver feels that the motor vehicle 1 is accelerated quickly, and therefore, the drivability is improved. - In addition, in the normal acceleration mode, the increase of the output torque in association with the elapse of time indicated by the first portion P21 is set to be smaller than the increase of the output torque in association with the elapse of time indicated by the second portion P22. Therefore, the rapid acceleration of the motor vehicle 1 is prevented when the motor vehicle 1 is started from a halt. This will be true with the rapid acceleration mode. Further, the first predetermined time t1 during which the first portion P21 of the normal acceleration mode is maintained is longer than the second predetermined time t2 during which the first portion Q21 of the rapid acceleration mode is maintained. In other words, the second predetermined time t2 is set to be shorter than the first predetermined time t1. Due to this, in the rapid acceleration mode, when the motor vehicle 1 starts from a halt, the vehicle speed can be increased more quickly in the rapid acceleration mode than in the normal acceleration mode.
- The plural acceleration modes are provided as the acceleration mode of the motor vehicle 1. In this embodiment, as an example, they are the normal acceleration mode and the rapid acceleration mode. Because of this, the motor vehicle 1 can be driven in a finely regulated fashion in accordance with the depression of the
acceleration pedal 30 by the driver. - In this embodiment, while the two acceleration modes are used, for example, three or four other acceleration modes may be set in accordance with the depressing speed of the
acceleration pedal 30. As with the normal acceleration mode and the rapid acceleration mode, in each of the three or four acceleration modes, the output torque of theelectric motor 4 is made to increase differently between when the vehicle speed is not larger than a predetermine speed and when the vehicle speed is larger than the predetermined speed. By increasing the number of acceleration modes, the drivability can be improved further. - In the embodiment, the maps shown in
Figs. 2 ,3 ,6 and8 are used as an example of information on the output torque according to the invention. However, information in other forms of information than the maps, for example, information in the form of data may be used as information on the output torque. In short, the output torque information according to the invention may be such as to indicate an increase in the output torque of theelectric motor 4 as time elapses. - According to the invention, the output torque control system can be provided which can accelerate the vehicle 1 so as to meet the driver's requirement.
- Further, when the vehicle 1 runs at the predetermined speed or slower, the output torque of the
electric motor 4 is controlled based on the second information. Because of this, when the speed of the vehicle 1 is slow, the speed of the vehicle 1 can be increased quickly. - Further, by keeping the increase in output torque smaller in the initial stage of depression of the
accelerator pedal 30 than in the other stages, a rapid acceleration of the vehicle 1 can be prevented. - The invention is not limited to the embodiment that has been described heretofore without any modification, and therefore, the invention can be embodied by modifying the constituent elements without departing from the spirit and scope of the invention as defined in the appended claims.
Claims (2)
- An output torque control system comprising:an electric motor (4) configured to rotate a driving wheel (3) to run a motor vehicle (1);a battery unit (20) for supplying electric power to the electric motor (4);an accelerator pedal (30);an acceleration sensor (40);a depressing speed detection unit (50) configured to detect a depressing speed at which the accelerator pedal (30) is depressed by a driver of the motor vehicle (1) based on the output signal from the acceleration sensor (40) which detects a depressing amount of the accelerator pedal (30) from a position where the accelerator pedal (30) is not depressed;a main control unit (80);a motor control unit (23) configured to control output torque produced by the electric motor (4); anda vehicle speed sensor (60) that detects a signal which corresponds to a rotation speed of an output shaft of a reduction gear (5) wherein a pair of rear wheels (3) of the motor vehicle (1) is connected to the electric motor (4) via the reduction gear (5);wherein the vehicle speed sensor (60) and the main control unit (80) constitutes an example of an acceleration mode detection unit;wherein the acceleration mode detection unit is configured to select a normal acceleration mode which includes output torque information indicating an increased amount of output torque of the electric motor (4) as time elapses or a rapid acceleration mode which includes output torque information indicating the increased amount of output torque of the electric motor (4) as time elapses more largely than in the normal acceleration mode based on a result of a detection by the depressing speed detection unit (50);wherein the main control unit (80) includes an output torque control unit configured to select one of the output torque information which corresponds to the result of the detection by the acceleration mode detection unit to control the output torque produced by the electric motor (4) based on the selected output torque information,wherein the output torque control system further includes a vehicle speed detection unit configured to detect a vehicle speed of the motor vehicle (1),the output torque control system being characterized in thatthe output torque information of the normal acceleration mode and the output torque information of the rapid acceleration mode include first information indicating the increased amount of the output torque in a state where the vehicle speed when the accelerator pedal (30) is depressed is larger than a second predetermined speed (V2) and second information indicating the increased amount of the output torque in a state where the vehicle speed when the accelerator pedal (30) is depressed is not smaller than zero and not larger than the second predetermined speed (V2) and indicating the increased amount of the output torque is larger than the increased amount in the first information, andthe output torque control unit, determines whether or not the vehicle speed when the accelerator pedal (30) is depressed is larger than the second predetermined speed (V2) based on the result of a detection by the vehicle speed detection unit so as to select the first information or the second information, and controls the output torque produced by the electric motor (4) based on the selected information;wherein the second predetermined speed (V2) is a speed of which the motor vehicle (1) is driven slowly, so that the motor vehicle (1) can be brought to a halt immediately when the driver depresses a brake pedal.
- The output torque control system as set forth in Claim 1, wherein
the second information has initial output torque information which keeps the increased amount of the output torque smaller during a predetermined period in an initial stage of depression of the accelerator pedal (30) than in other stages, and
the predetermined period is set longer in the normal acceleration mode than in the rapid acceleration mode.
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2011049049A JP5527259B2 (en) | 2011-03-07 | 2011-03-07 | Output torque control device |
Publications (3)
Publication Number | Publication Date |
---|---|
EP2497679A2 EP2497679A2 (en) | 2012-09-12 |
EP2497679A3 EP2497679A3 (en) | 2016-12-21 |
EP2497679B1 true EP2497679B1 (en) | 2018-09-05 |
Family
ID=45819040
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP12158262.1A Active EP2497679B1 (en) | 2011-03-07 | 2012-03-06 | Output torque control system |
Country Status (4)
Country | Link |
---|---|
US (1) | US9037372B2 (en) |
EP (1) | EP2497679B1 (en) |
JP (1) | JP5527259B2 (en) |
CN (1) | CN102673425B (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102019112707A1 (en) * | 2019-05-15 | 2020-11-19 | Bayerische Motoren Werke Aktiengesellschaft | Changing an operating mode of a motor vehicle |
Families Citing this family (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
KR101484213B1 (en) | 2012-12-28 | 2015-01-16 | 현대자동차 주식회사 | Motor torque controlling system and control method thereof |
DE112013000110T5 (en) * | 2013-02-28 | 2014-10-23 | Komatsu Ltd. | working vehicle |
EP3028893B1 (en) * | 2013-07-31 | 2019-06-19 | Honda Motor Co., Ltd. | Vehicle |
US20150249419A1 (en) * | 2014-02-28 | 2015-09-03 | Kia Motors Corporation | System and method for controlling inverter |
JP6146396B2 (en) | 2014-11-14 | 2017-06-14 | トヨタ自動車株式会社 | Vehicle driven by electric motor and method for controlling the vehicle |
MY177665A (en) | 2015-02-19 | 2020-09-23 | Honda Motor Co Ltd | Vehicle |
JP5981584B2 (en) | 2015-02-19 | 2016-08-31 | 本田技研工業株式会社 | vehicle |
CN108045267B (en) * | 2017-11-26 | 2021-08-10 | 安徽星凯龙客车有限公司 | Acceleration control method and system for pure electric vehicle |
JP2019213446A (en) * | 2018-05-30 | 2019-12-12 | 三菱自動車工業株式会社 | Vehicle control device |
WO2021058864A1 (en) * | 2019-09-27 | 2021-04-01 | Mitsubishi Logisnext Europe Oy | Control of torque in electric lift trucks |
JP7371573B2 (en) * | 2020-05-29 | 2023-10-31 | 株式会社アイシン | Vehicle drive system |
Family Cites Families (19)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH0637866B2 (en) * | 1986-10-31 | 1994-05-18 | 三菱自動車工業株式会社 | Engine ignition timing control device |
US5532929A (en) * | 1992-12-16 | 1996-07-02 | Toyota Jidosha Kabushiki Kaisha | Apparatus for controlling vehicle driving power |
JPH07144619A (en) | 1993-11-25 | 1995-06-06 | Mitsubishi Motors Corp | Brake energy regenerating device |
JP3632301B2 (en) * | 1996-06-11 | 2005-03-23 | トヨタ自動車株式会社 | Motor control device |
US5845731A (en) * | 1996-07-02 | 1998-12-08 | Chrysler Corporation | Hybrid motor vehicle |
JP2001204105A (en) * | 2000-01-19 | 2001-07-27 | Toyota Motor Corp | Device for controlling four-wheel drive vehicle |
JP3742581B2 (en) | 2001-11-30 | 2006-02-08 | 富士重工業株式会社 | Electric vehicle control device |
US6855092B2 (en) * | 2003-07-18 | 2005-02-15 | Daimlerchrysler Corporation | Throttle control method and method of selecting powertrain objectives |
DE10335732A1 (en) * | 2003-08-05 | 2005-02-24 | Daimlerchrysler Ag | Changing motor vehicle acceleration modes involves changing from normal acceleration mode to rapid acceleration mode if driver exceeds pedal speed threshold when operating gas pedal |
DE10360641B4 (en) * | 2003-12-23 | 2017-01-12 | Jochen Strenkert | Device having a unit for actuating a continuously variable motor vehicle transmission |
DE102004014102A1 (en) * | 2004-03-23 | 2005-10-13 | Conti Temic Microelectronic Gmbh | Method for operating car comprises measuring accelerator pedal position and corresponding speed and optionally other parameters to establish different drive states, engine and gears being operated to give desired values of rpm and torque |
JP4848123B2 (en) * | 2004-06-21 | 2011-12-28 | 日産自動車株式会社 | Electric vehicle control device |
JP4353154B2 (en) * | 2005-08-04 | 2009-10-28 | トヨタ自動車株式会社 | Fuel cell vehicle |
CN101200170B (en) | 2006-12-11 | 2010-06-16 | 比亚迪股份有限公司 | Electric automobile accelerating device and method |
JP5163135B2 (en) * | 2008-01-10 | 2013-03-13 | トヨタ自動車株式会社 | Driving force control device |
DE102008040400A1 (en) * | 2008-07-15 | 2010-01-21 | Robert Bosch Gmbh | Method and device for operating a hybrid drive of a vehicle |
JP5077295B2 (en) * | 2009-06-16 | 2012-11-21 | トヨタ自動車株式会社 | On-vehicle fuel cell system |
JP5769615B2 (en) * | 2011-12-26 | 2015-08-26 | ジヤトコ株式会社 | Shift control device for continuously variable transmission |
JP5743876B2 (en) * | 2011-12-26 | 2015-07-01 | ジヤトコ株式会社 | Shift control device for continuously variable transmission |
-
2011
- 2011-03-07 JP JP2011049049A patent/JP5527259B2/en active Active
-
2012
- 2012-03-06 EP EP12158262.1A patent/EP2497679B1/en active Active
- 2012-03-06 US US13/413,290 patent/US9037372B2/en active Active
- 2012-03-07 CN CN201210058788.2A patent/CN102673425B/en active Active
Non-Patent Citations (1)
Title |
---|
None * |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102019112707A1 (en) * | 2019-05-15 | 2020-11-19 | Bayerische Motoren Werke Aktiengesellschaft | Changing an operating mode of a motor vehicle |
Also Published As
Publication number | Publication date |
---|---|
JP5527259B2 (en) | 2014-06-18 |
JP2012186940A (en) | 2012-09-27 |
CN102673425A (en) | 2012-09-19 |
US9037372B2 (en) | 2015-05-19 |
EP2497679A2 (en) | 2012-09-12 |
EP2497679A3 (en) | 2016-12-21 |
CN102673425B (en) | 2014-12-10 |
US20120232735A1 (en) | 2012-09-13 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP2497679B1 (en) | Output torque control system | |
CN106467107B (en) | Method for controlling vehicle | |
CN106064616B (en) | Vehicle and method of controlling vehicle | |
US6414401B1 (en) | Regeneration control system and method of hybrid vehicle | |
EP2226227B1 (en) | Hybrid system control method | |
KR101448755B1 (en) | Method and system for controlling speed reduction while coasting of electric vehicle | |
EP2789514B1 (en) | Hybrid-vehicle control device | |
US20220250471A1 (en) | System and method for controlling switching of electric vehicle to four-wheel drive | |
US20210188254A1 (en) | Electric vehicle and control method for electric vehicle | |
EP1074418B1 (en) | Control apparatus of hybrid vehicle for limiting or stopping output assist using motor in high-speed driving mode | |
JP4682174B2 (en) | Vehicle energy regeneration device | |
JP3350465B2 (en) | Hybrid vehicle control device | |
CN114802205A (en) | System and method for vehicle turning radius reduction | |
US20020145287A1 (en) | Engine starting control system and method therefor | |
JP5278402B2 (en) | Control device for hybrid vehicle and control method for hybrid vehicle | |
CN116252773A (en) | Ejection starting control method, device and system, vehicle and storage medium | |
JP7008944B2 (en) | Vehicle system | |
CN112660099A (en) | Drive control device for hybrid vehicle | |
JP4587980B2 (en) | Assist torque control method | |
CN114714914A (en) | Control method, device and system for regenerative braking torque of vehicle and vehicle | |
JP2008100532A (en) | Drive control device of hybrid vehicle | |
JP6614052B2 (en) | Automobile | |
CN113879131B (en) | Power transmission system of electric automobile | |
JP5812853B2 (en) | Vehicle control device | |
US20230415581A1 (en) | Vehicle, a method of controlling a vehicle, and a method of controlling vehicle braking |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
17P | Request for examination filed |
Effective date: 20120326 |
|
AK | Designated contracting states |
Kind code of ref document: A2 Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR |
|
AX | Request for extension of the european patent |
Extension state: BA ME |
|
PUAL | Search report despatched |
Free format text: ORIGINAL CODE: 0009013 |
|
AK | Designated contracting states |
Kind code of ref document: A3 Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR |
|
AX | Request for extension of the european patent |
Extension state: BA ME |
|
RIC1 | Information provided on ipc code assigned before grant |
Ipc: B60L 11/18 20060101AFI20161111BHEP Ipc: B60L 15/20 20060101ALI20161111BHEP |
|
GRAP | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOSNIGR1 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: GRANT OF PATENT IS INTENDED |
|
INTG | Intention to grant announced |
Effective date: 20171211 |
|
GRAS | Grant fee paid |
Free format text: ORIGINAL CODE: EPIDOSNIGR3 |
|
GRAJ | Information related to disapproval of communication of intention to grant by the applicant or resumption of examination proceedings by the epo deleted |
Free format text: ORIGINAL CODE: EPIDOSDIGR1 |
|
GRAL | Information related to payment of fee for publishing/printing deleted |
Free format text: ORIGINAL CODE: EPIDOSDIGR3 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE |
|
GRAP | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOSNIGR1 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: GRANT OF PATENT IS INTENDED |
|
INTC | Intention to grant announced (deleted) | ||
GRAJ | Information related to disapproval of communication of intention to grant by the applicant or resumption of examination proceedings by the epo deleted |
Free format text: ORIGINAL CODE: EPIDOSDIGR1 |
|
GRAL | Information related to payment of fee for publishing/printing deleted |
Free format text: ORIGINAL CODE: EPIDOSDIGR3 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE |
|
INTG | Intention to grant announced |
Effective date: 20180518 |
|
GRAP | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOSNIGR1 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: GRANT OF PATENT IS INTENDED |
|
INTC | Intention to grant announced (deleted) | ||
GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: THE PATENT HAS BEEN GRANTED |
|
INTG | Intention to grant announced |
Effective date: 20180712 |
|
AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR |
|
REG | Reference to a national code |
Ref country code: GB Ref legal event code: FG4D |
|
REG | Reference to a national code |
Ref country code: CH Ref legal event code: EP |
|
REG | Reference to a national code |
Ref country code: AT Ref legal event code: REF Ref document number: 1037401 Country of ref document: AT Kind code of ref document: T Effective date: 20180915 |
|
REG | Reference to a national code |
Ref country code: IE Ref legal event code: FG4D |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R096 Ref document number: 602012050562 Country of ref document: DE |
|
REG | Reference to a national code |
Ref country code: NL Ref legal event code: MP Effective date: 20180905 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R079 Ref document number: 602012050562 Country of ref document: DE Free format text: PREVIOUS MAIN CLASS: B60L0011180000 Ipc: B60L0050500000 |
|
REG | Reference to a national code |
Ref country code: LT Ref legal event code: MG4D |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: BG Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20181205 Ref country code: LT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180905 Ref country code: RS Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180905 Ref country code: NO Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20181205 Ref country code: FI Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180905 Ref country code: GR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20181206 Ref country code: SE Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180905 |
|
REG | Reference to a national code |
Ref country code: AT Ref legal event code: MK05 Ref document number: 1037401 Country of ref document: AT Kind code of ref document: T Effective date: 20180905 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: AL Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180905 Ref country code: LV Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180905 Ref country code: HR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180905 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: IS Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20190105 Ref country code: NL Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180905 Ref country code: AT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180905 Ref country code: EE Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180905 Ref country code: IT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180905 Ref country code: RO Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180905 Ref country code: PL Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180905 Ref country code: CZ Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180905 Ref country code: ES Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180905 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: SM Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180905 Ref country code: PT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20190105 Ref country code: SK Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180905 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R097 Ref document number: 602012050562 Country of ref document: DE |
|
RAP2 | Party data changed (patent owner data changed or rights of a patent transferred) |
Owner name: MITSUBISHI JIDOSHA KOGYO KABUSHIKI KAISHA |
|
PLBE | No opposition filed within time limit |
Free format text: ORIGINAL CODE: 0009261 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: DK Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180905 |
|
26N | No opposition filed |
Effective date: 20190606 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: SI Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180905 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: MC Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180905 |
|
REG | Reference to a national code |
Ref country code: CH Ref legal event code: PL |
|
GBPC | Gb: european patent ceased through non-payment of renewal fee |
Effective date: 20190306 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: LU Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20190306 |
|
REG | Reference to a national code |
Ref country code: BE Ref legal event code: MM Effective date: 20190331 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: CH Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20190331 Ref country code: GB Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20190306 Ref country code: IE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20190306 Ref country code: LI Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20190331 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: BE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20190331 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: TR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180905 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: MT Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20190306 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: CY Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180905 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: HU Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO Effective date: 20120306 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: MK Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20180905 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: DE Payment date: 20240130 Year of fee payment: 13 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: FR Payment date: 20240213 Year of fee payment: 13 |